Street-railway switch



(N0 Model.)

D. F. DOODY.

STREET RAIL-WAY SWITCH. No. 496,725. Patented May 2, 1893.

/NE/vol? ATTORNEYS.

UNITED STATES 'PATENT OFFICE.'

DANIEL F. DOODY, OF BROOKLYN, NEW YORK.

STREET-RAILWAY SWITCH.

SPECIFICATION forming part of Letters Patent No. 496,725, datedl May 2, 1893.

Application led November 10, 1892. Serial No. 451,491. (No model.)

To @ZZ whom it may concern:

Be it known that l, DANIEL F. DooDY, of Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Street-Railway Switch, of which the following is afull, clear, and exact description.

The invention relates to that form of street railway switches in which provision is made for enabling the same to be thrown by means of an actuating bar or like attachment on the car.

The object of the invention is to provide a novel switch of this character, simple and durable in construction and eective in operation.

The invention consists in the novel construction and combination of the several parts, as will be hereinafter fully set forth and pointed out in the claims.

Reference is to be had to the accompanying drawings forming a part of this specification, in lwhich similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a longitudinal vertical sectional view of a switch'embodying my improvement. Fig. 2 is a plan view, part of the top plate of the inclosing box being broken away. Fig. 3 is a transverse vertical section on line 3 3, Fig. 2. Fig. 4. is a detail view, partly in section, of the sleeves for actuating the switch lever; and Fig. 5 is a horizontal sectional view of such sleeves, the section being taken on line 5 5, Fig. 4.

The ordinary track rails are indicated by the letter A, the ordinary siding rails by the letter B, and the switch point by the letter O.

In a depression or excavation in the track, a box-like structure D, is arranged in advance of the siding track B, and at each side thereof grooves d are formed by means of the longitudinal flanges or plates D which are formed on or secured thereto at the outer sides, such flanges or plates being spaced from the body D of the boX 'and from its cover D2. The longitudinal grooves d thus formed are in line with grooves d', formed in the track at each side end of the box D.

At the top of the box body at the longitudinal sides a horizontal head cl2 is formed, and on the flange D a bead d3 is formed for giving a proper support to the outer ends of arms E, which arms project horizontally into the grooves d for causing them to be tripped by a suitable trip arm F carried on the car.

D3, D3, represent supporting posts for the cover D2 of the box. n

The arms E, are secured to a sleeve G preferably by means of screws e, that pass through a plate e on said arms and into said sleeve G. The arms E, are preferably made in sections, as for instance by forming on the inner fsection a vertical lug e2, that receives the reduced threaded end c3 of the outer section, the latter resting onthe inner section beyond the lug e2. A nut e4 on the outer section holds the latter in place. The outer ends e5 of the outer sections of the arms E,`are preferably curved as shown, and at' all times either the right or left curved end will project into its adjacent groove d into the path of the trip arm on the car. partially rotate around a second sleeve H, the latter being mounted pivotally on a Xed post I, or its-equivalent, and to the inner sleeve II the switch lever J is secured as by a plate] formed on said lever and held to the sleeve H by screws j.

It will be seen by Figs. 4 and 5 that the switch lever J, projects through the outer sleeve G, and its inner end, which is the plate j, is smaller than the opening g in the sleeve G; by thisv construction it will be seen that the sleeve G, which is the trip for throwing the switch lever, when turned in response to the throw of either arm E, will in its initial movement not affect the switch lever J, and thus the slight throw of the switch lever will be effected during the end of the movement of the arms E, thereby permitting the said arms to move out of the path of the trip arm F, without giving any abnormal to throw the switch lever, only a slight movement of the latter being necessary to throw the switch point C. The point C, is connectedfwith the switch lever by means of a link or strap K having a vertical extension 7c that rises to said switch point. The switch lever J, is preferably made in sections in the manner described in connection with the arms E, a bolt t7'2 being employed as additional means of uniting the sections. By this arrangement the outer section of the arms or the switch lever may be readily removed for repairs when desired. The cover D2, is also preferably made in sections, as shown The sleeve G, is mounted to p IOO clearly in Figs. 2 and 3, and in the central section an aperture is formed for affording access to the sleeves G, H, for oiling the latter, such opening being closed by a cover d4. To further insure the exclusion of dust from the sleeve a second cap g is employed on sleeve G.

Having thus described my invention, I claim as new and desire to secure by Letters Patent l. In a street railway switch, the combination, with a pivoted switch lever, of oppositelyextending radial arms supported at their inner ends for partial rotation, and a depending sleeve movable by said arms when the latter are actuated, and adapted to contact with the switch lever for throwing the latter, the initial movement of said arms being independent of the switch lever, substantially as de* scribed.

2. In a street railway switch, a grooved railway bed, a box-like structure arranged in the road bed and having longitudinal grooves or passages in alignment with the grooves of the road bed, a post in saidl box, a sleeve on the post,a switch lever connected with said sleeve and with the switch point, a second sleeve 0n the above mentioned sleeve, having an opening for the switch lever, the said second sleeve forming a trip for contacting with and throwing the switch lever by contact of its side walls with the said lever, and radial arms on said sleeve,l extending into the above mentioned longitudinal grooves, all in combination, substantially as described.

3. In a street railway switch, the combination, with a box-like structure having longitudinal grooves or passages therein, two sleeves iitted one within the other and adapted for partial rotation, a switch lever connected with one of said sleeves and with the switch point, and oppositely extending radial arms on the other sleeve, extending into said grooves or passages, the said armed sleeve serving to throw the switch lever when said sleeve is partially rotated by its arms, substantially as described.

4. In a street railway switch, the combination, with two sleeves mounted for partial rotation and fitted one within the other, of a switch lever connected with one of said sleeves, and radiall arms connected with the second sleeve, the said armed sleeve having an opening through which the switch lever passes, said opening being larger than the portion of the switch lever lying therein, whereby as the armed sleeve is partially rotated through the medium of its arms, it will have an independent initial movement, and will in its continued movement contact with and throw the switch lever, substantially as described.

5. In a street railway switch, the combination, with two sleeves mounted to partially rotate and fitted one within the other, of a switch lever connected with the inner one of said sleeves and with the switch point, and arms made in separable sections and extending radially from the outer one of said sleeves, substantially as described.

7 DANIEL F. DOODY.

Witnesses:

J. L. MCAULIFFE, C. SEDGWICK. 

